Lubricant including polyether- or polyester modified polydialkylsiloxane

ABSTRACT

Polyether- or polyester-modified polydimethylsiloxane is mixed with a lubricant, such as motor oil. Preferably, the polydialkylsiloxane can form at least about 0.5 percent by volume of the mixture. And the mixture can be used in a fluid-conduit system (e.g., a lubrication system) of a motor or a vehicle (e.g., an automobile), wherein the mixture offers excellent filming properties on, e.g., engine parts and helps to improve engine efficiency, to lengthen the service life of the lubricant, and to reduce harmful emissions from the vehicle.

RELATED APPLICATION

This application claims priority to U.S. provisional patent application60/529,950, filed on Dec. 12, 2003. This application is also aContinuation in Part (CIP) application of U.S. patent application Ser.No. 10/934,824, filed on Sep. 3, 2004, claiming priority to U.S.provisional patent application 60/529,950, filed on Dec. 12, 2003. Theentire teachings of both of the foregoing applications are incorporatedherein by reference.

BACKGROUND

Conventional motor oil is used to lubricate moving parts in an engine orin other mechanical devices. Proper lubrication of engine parts isessential to preserving the life of the engine. However, there are manywell-recognized limitations affecting the lubricating efficiency ofmotor oil. In particular, the filming properties of petroleum-based andsynthetic motor oils are often inadequate, particularly in high heatareas of the motor such as the pistons, rods and cylinder walls. Withoutproper filming of motor oil in these areas, these parts become extremelyhot [i.e., approximately 300 to 370 degrees Fahrenheit (˜149-188° C.)],which compounds the problems associated with inadequate lubrication.

For example, at elevated temperatures, the oil oxidizes and forms aglaze on the surface of the cylinder walls. The oxidized oil also coatsand forms a glaze on the piston rings and piston walls. The glazing ofthese surfaces compromises the proper sealing of the combustion chamber,which creates increased surface tension and reduces compressionresulting in lower oxidation of the fuel which in turn decreases horsepower and fuel efficiency and increases harmful emissions.

Inadequate filming properties of conventional motor oils also result ina condition referred to as dry-start. Because the motor oil drains offof the engine parts when the engine is not running without leaving anadequate layer or film of lubricant, engine parts wear considerably eachtime the engine is started.

A number of additives have been developed to increase the lubricatingproperties of motor oil, and synthetic lubricants with enhancedlubricating properties have also been developed for use in lubricatingengines.

SUMMARY

Very fine particles of polyether- or polyester-modifiedpolydialkylsiloxanes can be readily mixed with a lubricant (e.g.,lubricating oil), fuel or other petroleum-based products, and theresulting mixture can be in the form of a stable dispersion orsuspension having lubricating properties exceeding those of existingfuel-additive combinations and existing synthetic lubricants.

More specifically, it has been discovered that a dispersion of thepolyether- or polyester-modified polydialkylsiloxane in oil has enhancedfilming properties, even at elevated temperatures within the engine. Theenhanced filming properties provide for enhanced lubrication, providingan increased level of power while allowing engines to run more smoothlyand cleanly. The polydialkylsiloxane can be added to a variety offluid-conduits, such as the lubrication systems and fuel system, in avehicle or in other types of motors. As used herein, the terms,“siloxane,” and “polydialkylsiloxane” may be used as a shorthand versionof polyether- or polyester-modified polydialkylsiloxane.

The concentration of polyether- or polyester-modifiedpolydialkylsiloxane in the mixture can be between 0.5 percent to 2.5percent by volume (all concentrations expressed herein are by volumeunless otherwise indicated) and, in particular embodiments, theconcentration of the siloxane is between 0.5 to 1.5 percent. Any otherpercentages between 0.001% and 100% depending on the particular use arepossible as well. Polyether- or polyester-modified polydialkylsiloxaneof reduced particle size can be added directly to the engine oil in theoil pan of an automobile. However, the enhanced lubricating propertiesfrom use of the siloxane will not be realized until the siloxane isgenerally uniformly dispersed throughout the engine oil. Other ways ofadding the polydialkylsiloxane are to mix it directly with the fuel, inparticular in case of a 2-stroke engine. In this case, adding can beeffected either by premixing the polydialkylsiloxane with the fuel, orby injecting it from a separate chamber into the combustion chamber. Ifinjected directly, a dispersion or suspension in water has an additionalcleansing effect. Since the water is evaporated and at least partiallysplit into oxygen and hydrogen in the combustion chamber a furtherreduction of the C, CO and NOx emission is achieved. Other possiblecarriers/solvents are alcohol based or mineral based. Moreover, directinjection allows a high concentration of the polydialkylsiloxanedispersion or suspension up to the pure product, called a 100% productby a manufacturer named BYK Chemie USA, Inc. of Wallingford, Conn. Oneof the useful products is for instance labeled BYK-333.

To reduce the time it takes to uniformly disperse the polyether- orpolyester-modified polydialkylsiloxane throughout the lubricant, thesiloxane can be premixed with a quantity of the lubricant, such as motoroil, to produce a premixture having a concentration of approximately 8to 33 percent siloxane, or in a more-specific embodiment, at a ratio ofone part siloxane to five parts oil to form a siloxane-and-oil additive.The siloxane-and-oil additive is then added to the quantity or pool oflubricating oil in an oil pan or reservoir to obtain a siloxaneconcentration of, e.g., between approximately 0.5 to approximately 2.5percent. Depending on the use, also other concentrations are possible.

In one embodiment, the polyether- or polyester-modifiedpolydialkylsiloxane is mixed with oil to form the siloxane-and-oiladditive using a sonic mixer, although other mixers includingshear-producing mixers, such as a homogenizer or spray-nozzle-typemixer, can alternatively be utilized. The mixture is heated duringmixing until the temperature of the mixture reaches approximately 200degrees Fahrenheit (93° C.). The mixture is mixed for sufficient time toreduce the average particle size of the siloxane to approximately 2micrometers (microns) or less in any direction, e.g. less than 1 micron,and until the siloxane is generally uniformly distributed throughout theoil forming a suspension or dispersion of the polyether-modifiedpolydimethylsiloxane in the oil. It is believed that improvedlubricating properties will be achieved with the particle size of thesiloxane being reduced to as small as 0.002 microns. The resultingdispersion is filtered through a filter with a pore size ofapproximately 2 microns to filter out impurities or siloxane particles,droplets or agglomerates thereof exceeding 2 microns in diameter orrelated dimension. Approximately 12 fluid ounces of the siloxane-and-oiladditive or mixture, mixed in the manner described, is then added toenough oil to result in approximately five quarts of lubricant includingthe siloxane-and-oil additive which results, in this case, in aformulation of lubricant including approximately 1.25 percent-by-volumepolyether- or polyester-modified polydialkylsiloxane.

Numerous advantages are offered by various methods and compositions,described in greater detail below. First, a lubricant compositionincluding the fine-particle polyether- or polyester-modifiedpolydialkylsiloxane can offer filming properties that are substantiallyimproved over those of existing motor oils that incorporate knownadditives and over existing synthetic lubricants. Moreover, theseexcellent filming properties can be maintained even at high temperaturesand after the engine stops running. Consequently, the lubricantincluding the polyether- or polyester-modified polydialkylsiloxane, whenused in an engine, can remain on engine parts longer after the enginestops running. Additionally, the small particle size of the polyether-or polyester-modified polydialkylsiloxane enables it to be mixed with anoil without separation and without settling of the siloxane from theoil. Further, unlike, naturally occurring siloxanes, which may be formedin an engine as a byproduct of the combustion cycle and as a byproductof infiltration of dirt into the engine, siloxanes of this fine particlesize can be used without abrading or with substantially reduced abrasionof engine parts. Inclusion of the polydialkylsiloxane in the motor oilalso reduces harmful vibrations in the engine due to the removal ofdissolved gases. Further still, inclusion of the polydialkylsiloxaneincreases the flashpoint of the motor oil, increases the service life ofthe motor oil, reduces pollutant emissions from the engine, and enablesbetter sealing of the pistons in the engine by the motor oil. Thepolydialkylsiloxane also helps to reduce engine rust by substantiallyeliminating moisture from the motor oil.

Further still, when the polyether- or polyester-modifiedpolydialkylsiloxane is included in a fuel, the polydialkylsiloxane canincrease the pumping capacity of the fuel system by lubricating the pumpand the lines of the injection system. The polydialkylsiloxane can alsohelp to prevent vapor lock caused by vaporization in the fuel line.

BRIEF DESCRIPTION OF THE DRAWINGS

The FIGURE is a schematic diagram of a system and process forformulating a polyether- or polyester-modifiedpolydialkylsiloxane-and-oil lubricating composition.

DETAILED DESCRIPTION

Particular embodiments of the present invention are included in thefollowing discussion; however, it is to be understood that the disclosedembodiments are merely exemplary of the invention, which may be embodiedin various forms. Consequently, specific details disclosed herein arenot to be interpreted as limiting, but merely serve as a basis for theclaims and as a representative basis for teaching one skilled in the artto variously employ the present invention in a broad range ofalternative formulations and processes.

In describing embodiments of the invention, specific terminology is usedfor the sake of clarity. For purposes of description, each specific termis intended to at least include all technical and functional equivalentsthat operate in a similar manner to accomplish a similar purpose.Additionally, in some instances where a particular embodiment of theinvention includes a plurality of system elements or method steps, thoseelements or steps may be replaced with a single element or step;likewise, a single element or step may be replaced with a plurality ofelements or steps that serve the same purpose. Moreover, while thisinvention has been shown and described with references to particularembodiments thereof, those skilled in the art will understand thatvarious other changes in form and details may be made therein withoutdeparting from the scope of the invention.

It has been discovered that a polyether- or polyester-modifiedpolydialkylsiloxane, when added to a selected quantity of a lubricatingoil produces a lubricant having improved filming properties,particularly at elevated temperatures.

In particular, the method of the invention for lubricating a vehiclecomprises:

adding polyether- or polyester-modified polydialkylsiloxane particles toa fluid-conduit system in an engine-operated vehicle, wherein thepolydialkylsiloxane particles form a mixture with oil in thefluid-conduit system; and

operating the engine of the vehicle, wherein the mixture ofpolydialkylsiloxane particles and oil coats automobile parts accessed bythe fluid-conduit system.

The polyether- or polyester-modified polydialkylsiloxanes of the presentinvention can generally be represented by the following chemical formula(1):

whereinZ is independently selected from O,

R₁ and R_(1′) are independently selected from C₁-C₆ alkyl and -Z-(C₁-C₆alkyl)R₂ and R_(2′) are independently selected from C₁-C₆ alkyl;R₃ is —(C(R₆)(R₇))—;R₄ is —(C(R₈)(R₉))_(v)—;R₅ is selected from hydrogen, —O—(C₁-C₆-alkyl) and C₁-C₆ alkyl;R₆, R₇, R₈ and R₉ are independently selected from hydrogen and C₁-C₆alkyl;n is an integer from 1 to 10;m is an integer from 0 to 5;v is an integer from 1 to 4;x is an integer from 1 to 150; andy is an integer from 1 to 500.

In the above formula (1), the C₁-C₆ alkyl comprises methyl, ethyl,propyl, butyl, pentyl and isomers thereof. In a preferred embodiment theC₁-C₆ alkyl group comprises methyl, ethyl, propyl and isomers thereof.In one particular preferred embodiment of the present invention R₁,R_(1′), R₂ and R_(2′) are methyl so as to form a polyether- or polyestermodified polydimethylsiloxane. All C₁-C₆ alkyl groups can be optionallysubstituted, i.e. one or more of the hydrogen atoms of the alkyl groupscan be replaced by a substituent selected from the group consisting ofmethyl, ethyl, propyl, —F and —Cl.

The polydialkylsiloxanes used in the present invention can be in a solidform or in a liquid form, all being indicated as particles, dependent ontheir molecular weight and the alkyl groups used in particular for R₁,R_(1′), R₂ and R₂. If the polydialkylsiloxane is in a solid form,particles with a diameter of less than 2 microns, preferably less than 1micron are generally used in the present invention. If thepolydialkylsiloxane is in a liquid form, then the polydialkylsiloxanewill be present in droplet form within the same size range as mentionedabove.

The physical properties of the polydialkylsiloxane will further beinfluenced by the respective type of polyether- or polyester group usedin the polymer. If liquid siloxanes will be applied, said siloxanesusually have a viscosity from about 50 cs to about 1000 cs, preferablyfrom about 100 cs to about 800 cs.

In the above formula (1), n is an integer from 1 to 10, preferably from1 to 5. m is an integer from 0 to 5, wherein m is preferably 1 or 2. vis an integer from 1 to 4, while x is an integer from 1 to 150,preferably from 5 to 120. Furthermore, y is an integer from 1 to 500,preferably from 10 to 350.

The polyether- or polyester-modified polydialkylsiloxane particles havean average diameter of less than 2 micrometers (microns), preferablyless than 1 micron.

For example, suitable polyether- or polyester-modifiedpolydialkylsiloxanes can be obtained from BYK-Chemie USA, Inc. ofWallingford, Conn. Polyether-modified polydialkylsiloxanes can be used with a wide variety of petroleum-based lubricants, synthetic lubricants,or even with water, to form improved lubricating mixtures thereof for awide variety of applications. Other uses of a polyether- orpolyester-modified polydialkylsiloxane in an automobile include its useas an additive for (1) manual and automatic transmission fluid; (2)power steering fluid; (3) gear oil for use in a differential; (4)all-purpose machine lubricant; and (5) any type of fuel (e.g., instandard grades of gasoline and in a two-cycle engine in lieu ofpetroleum-based lubricants or diesel fuel). Further still, the additivecan be used as a rust and corrosion inhibitor and as a lubricant forplastic and rubber surfaces. Other useful mixtures can be with wd40,grease, water, or alcohol.

In one embodiment of the present invention, the polyether- or polyestermodified polydialkylsiloxane is represented by the general formula (2):

whereinZ is independently selected from O,

R₃ is —(C(R₆)(R₇))—;R₄ is —(C(R₈)(R₉))_(v)—;R₅ is selected from hydrogen, —O—(C₁-C₆-alkyl) and C₁-C₆ alkyl;R₆, R₇, R₈ and R₉ are independently selected from hydrogen and C₁-C₆alkyl;n is an integer from 1 to 10;m is an integer from 0 to 5;v is an integer from 1 to 4;x is an integer from 1 to 150; andy is an integer from 1 to 500.

In formula (2), C₁-C₆ alkyl is the same as defined above. In a furtherpreferred embodiment of the present invention, Z is —O— in formula (2).

Polydialkylsiloxanes, in particular polydimethylsiloxane are inert andnon-poisonous.

Motor oil is one example of a lubricating oil as mentioned above, withwhich the polyether- or polyester-modified polydialkylsiloxane is mixed.Motor oil typically is either a processed crude oil (petroleum)composition or in the form of a “synthetic” motor oil. In either, themotor oil serves to lubricate engine components so that the componentswill pass across one another without significantly sacrificing power dueto friction. When the engine is running, the motor oil creates a filmbetween moving parts, wherein this film substantially reduces frictionbetween the parts. By coating parts, the motor oil also protects theparts from wear and against corrosion caused by acids that can form inthe oil as a result of oxidation, condensation and combustionby-products. Motor oil also helps to clean the engine by preventingformation of deposits that can compromise fuel efficiency and engineperformance in addition to causing engine wear. In particular, any solidparticle larger than about 5-20 microns in size can seriously damage anengine if introduced directly into the combustion chamber without achance to disintegrate into smaller particles. The motor oil helps tohold any such particles in suspension until they can be removed by theoil filter. Further still, motor oil serves to transport heat that isgenerated by combustion or by friction away from engine components suchas the crankshaft, camshaft, timing gears, pistons, main and connectingrod bearings.

Motor oil includes a base fluid, known as a “basestock,” and an additivepackage. The basestock generally forms the majority of the motor oil andcan either be petroleum or synthetic. Examples of motor oils havingpetroleum basestocks include Chevron SUPREME motor oil, PennzoilMULTIGRADE motor oil, Kendall GT-1 motor oil, Castrol GTX motor oil,Mobil DRIVE CLEAN motor oil and many others. Examples of motor oilshaving synthetic basestocks include Mobil 1 SUPERSYN motor oil, CastrolSYNTEC motor oil, Valvoline SYNPOWER motor oil, Pennzoil SYNTHETIC motoroil, Kendall GT-1 SYNTHETIC motor oil and many others.

Petroleum basestocks are a purified form of crude oil and have been usedsince the earliest motor oils were developed. Petroleum basestocksinclude paraffins (wax), sulfur, nitrogen, oxygen, water, salts and anumber of metals. These contaminants are substantially (though notfully) removed from the basestock via a refining process via a procedureincluding many or all of the following steps. First, the crude oil isdistilled to remove salt contaminants. The crude oil is then subject topartial vaporization; the components of the crude oil with the highestboiling points, except for asphaltic materials, are separated to formthe petroleum basestock. The basestock is then subject to vacuumdistillation to separate it according to molecular weights and,accordingly, by viscosity. Solvents are extracted from the basestock.Waxes are also removed from the basestock to improve the basestock'slow-temperature fluidity, which is compromised by wax crystallization atlow temperatures. Hydrofinishing can also be performed, whereby thebasestock is passed through a catalyst bed (or via clay treatment) toremove components such as sulfur and nitrogen from the basestock,thereby improving its oxidation stability, thermal stability and itscolor. Finally, hydrotreating can also be performed, wherein thebasestock is subject to extremely high temperature and pressure in thepresence of a catalyst to convert remaining aromatic hydrocarboncontaminants into usable nonaromatic hydrocarbon molecules.

Synthetic basestocks are chemically engineered specifically to meet thelubrication needs of an engine. Synthetic basestocks are engineered frompure, substantially contaminant-free compounds. Synthetic basestockshave been widely used in automobiles since the 1970's. Syntheticbasestocks typically are formed of one or more of the following:polyalphaolefins, diesters, and polyolesters. Polyalphaolefin basestocksare the most common and are also referred to as “synthesizedhydrocarbons.” Polyalphaolefin basestocks include no wax, metals, sulfuror phosphorous and have a viscosity index around 150 and a pour pointbelow about 40° F. (4° C.).

In addition to the basestock, motor oils typically include an additivepackage to improve a variety of desirable properties in the motor oil.The additives, however, usually only form a small percentage of the oil,with the basestock forming the vast majority. Additives that improve theviscosity characteristics of the motor oil include pour pointdepressants, which improve the flow of the basestock at low temperaturesby absorbing into wax crystals and lowering their volume. Pour pointdepressants are routinely used in petroleum basestocks but are often notneeded in synthetic basestocks. Other additives relating to viscosityare viscosity index improvers, which are polymers that expand withincreasing temperature; at high temperatures, the expanding polymers cancompensate for high-temperature “thinning” of the basestock to help toprovide a more-consistent viscosity in the motor oil across a broadtemperature range.

Other classes of additives help to maintain lubricant stability in termsof helping to prevent breakdown and viscosity loss in the oil over time.First, detergents and dispersants help to minimize and contain build upin the form of sludge and varnish in an oil. Detergents and dispersantsare attracted to the sludge and varnish contaminants and serve tocontain and suspend those particles so that they do not agglomerate toform a deposit. Anti-foaming agents are also included in the oil tocontrol formation of air bubbles in the oil, which can otherwise form atroom temperature, as a consequence of the detergents and dispersants.Additionally, oxidation inhibitors are included to reduce the tendencyof oils to oxidize; the oxidation inhibitors either destroy freeradicals or react with peroxides in the oil. Further still, corrosioninhibitors are included; the corrosion inhibitors either neutralizeacids that form in the oil or coat metal surfaces so that the surfacesdo not contact the acids. Finally, anti-wear agents, such as zinc andphosphorus, can be included in the motor oil to coat metal surfaces witha protective barrier against physical wear.

One embodiment of a polyether- or polyester-modified polydialkylsiloxaneadditive for a lubricating oil is produced by mixing the selectedpolyether- or polyester-modified polydialkylsiloxane with thelubricating oil at a ratio of one part polyether- or polyester-modifiedpolydialkylsiloxane to five parts lubricating oil (based on the volume)to form a pre-mixed siloxane-and-oil additive, wherein the polyether- orpolyester-modified polydialkylsiloxane is uniformly distributed in theoil in the form of a dispersion or suspension. For example, 55 gallonsof standard 10W-30 motor oil may be mixed with 11 gallons with theaforementioned commercial product BYK-333 of the suspended or dispersedpolyether- or polyester-modified polydialkylsiloxane to form thesiloxane-and-oil additive. In various embodiments of the mixture, theconcentration of polyether- or polyester-modified polydialkylsiloxane isabout 8 to about 33 percent-by-volume, and the concentration of thelubricating oil is about 67 to about 92 percent-by-volume, i.e. theratio is from about 1:2 to about 1:12.

The siloxane and the oil can be mixed using a sonic mixer, such as aBranson 900-B mixer sold by Branson Ultrasonic Corp. (Danbury, Conn.,USA). Where a sonic mixer is used, the mixing can be accomplished usinga pump to circulate the polyether- or polyester-modifiedpolydialkylsiloxane and lubricating oil through the sonic mixer forapproximately three to four hours or until the temperature of themixture reaches approximately 200 degrees Fahrenheit (93° C.) due to themixing. Although the temperature of the mixture rises due to the sonicmixing process, the mixture can also be heated using an external heateror other heating means.

The mixing process reduces the polyether- or polyester-modifiedpolydialkylsiloxane to a generally spherical-shaped droplet or particleform, wherein the diameter of the particles can be less thanapproximately two micrometers (microns) and in particular mixtures isless than one micron. As used herein, the term, “diameter,” is generallyintended to include the corresponding widest dimension of particles ordroplets that are not spherical, such as a generally cube-shapedparticle or droplet. It is believed that the benefits produced by thesiloxane-and-oil additive when added to the lubricating oil will berealized for additive mixtures in which the particle size of thepolyether- or polyester-modified polydialkylsiloxane is reduced to assmall as 0.002 microns, preferably 0.001 microns in diameter. Beforeadding the siloxane-and-oil additive or mixture to a selected quantityof the lubricating oil, the siloxane-and-oil additive is filteredthrough a filter having a pore size of approximately 2 microns to filterout any siloxane particles, droplets or agglomerates having a diameterof more than two microns. Further, filters having a pore size ofapproximately 1 micron or less can also be used.

The formulation process is shown schematically in the FIGURE. Selectedquantities of the selected polyether- or polyester-modifiedpolydialkylsiloxane and oil (e.g., 55 gallons oil and 11 gallonssiloxane) are added to a container or reservoir 5. Pump 7 then pumps thesiloxane and oil through sonic mixer 9 and, optionally, through heater11 to three-way valve 13. Valve 13 can be set or positioned in a firstor recirculating orientation to continuously direct the flow of siloxaneand oil back to reservoir 5, where the flow is re-circulated through thesonic mixer 9 and optionally through heater 11. Once the desired degreeof mixing is obtained, the valve 13 can be set or advanced to a secondor filling orientation in which the siloxane and oil flows into thefiltering station 15 and is allowed to drain by gravity through a filter15 to a bottling station 17 where the mixture of siloxane and oil isbottled in selected quantities, such as 12 ounces.

The premixed siloxane-and-oil additive is then added to a sufficientquantity of lubricating oil to form a selected quantity of lubricant,such as the recommended amount of oil to be held in the lubricatingsystem of an automobile engine, such that the resulting percentage ofpolyether- or polyester-modified polydialkylsiloxane in the resultinglubricant is approximately between 0.5 and 2.5 percent and, in aparticular example, is approximately 1.25 percent of the total volume.For example, twelve ounces of the siloxane-and-oil additive, formed at aratio of one part siloxane to five parts oil, as explained above, can beadded to enough oil to result in five quarts of a lubricant mixture. Theresulting mixture includes approximately two ounces of polyether- orpolyester-modified polydialkylsiloxane in 160 ounces of lubricant, suchthat the volume of siloxane is 1.25 percent of the total volume. In anautomobile engine, where the polydialkylsiloxane has been added to thelubrication system, the polydialkylsiloxane will generally be well mixedin the oil after the automobile is driven about 10 miles (16 km).

Without being bound to any particular theory it is believed that thesuperior effect of the polyether- or polyester-modifiedpolydialkylsiloxane is due to several different properties of thesiloxanes.

First, it is believed that the polydialkylsiloxanes will decompose whencoming into contact with the hot surfaces of the motor, e.g. thecylinder walls, piston rings and piston walls. As a consequence of thisdecomposition, a SiO/SiO₂-film is built on said surfaces which coats andprotects the respective parts of the motor.

Furthermore, the polyether- or polyester-modified polydialkylsiloxaneserves to de-gas the motor oil and to displace moisture from the motoroil. The polydialkylsiloxane also prevents re-introduction of dissolvedgases and water into the motor oil. Without the polydialkylsiloxane,motor oil typically comprises 10 to 15% infiltrated air, which isdissolved in the oil. As the typical motor oil approaches hot engineparts, the temperature of the motor oil rises, which causes thedissolved gas to vaporize, thereby forming air bubbles in the motor oil.Those air bubbles then grow larger and larger as the oil approaches thehot engine parts and temperature increases. The air bubbles displace oiland produce turbulance in the flow of the oil around the engine parts,thereby compromising the ability of the motor oil to coat the engineparts and producing potentially destructive harmonic vibrations in theengine due to implosion of the gas bubbles.

In this scenario, the polyether- or polyester-modifiedpolydialkylsiloxane serves a function far beyond traditional uses of“anti-foamants” in motor oil, wherein an anti-foamant is used to removelarge gas bubbles, formed, e.g., by detergents. Rather, the polyether-or polyester-modified polydialkylsiloxane removes substantially all ofthe dissolved gas (e.g., at least 99.9% removal) and water from the oil.By substantially eliminating this source of gas bubbles when the motoroil approaches its maximum operating temperature, the motor oil flowsmore fluidly and smoothly around hot parts and better coats those parts.The flashpoint and oxidation temperature of the motor oil can also beraised substantially by the addition of the polydialkylsiloxane. Forexample, the flashpoint of a PENNZOIL 10/30 motor oilwas raised from228° F. (109° C.) to greater then 500° F. (>260° C.) by adding thepolydialkylsiloxane.

Further, in an engine, the improved flow of the oil and the substantialremoval of gas bubbles from around the hot parts enables the oil to forma film around piston cylinders, thereby sealing the pistons properly andcooling the pistons to thereby help to prevent pre-ignition due tocontact of the fuel with overheated pistons.

Further still, the polydialkylsiloxane displaces moisture from the motoroil. The presence of moisture (i.e., water) in the motor oil can causelubricated cast-iron parts to rust. Rust generates acid, which candestroy the oil and bearings lubricated therewith. Accordingly,inclusion of the polydialkylsiloxane helps to promote longer oil life[e.g., an oil life of 12,500 miles (20,000 km) or more] and also tolengthen the life of engine parts by displacing water (and gases) fromthe oil. One reason for the improved filming properties and lengthenedlife of the oil is the displacement of air and water bypolydialkylsiloxane from the oil, but also other phenomena maycontribute.

Additional additives can be added to the siloxane-and-oil mixture toenhance properties of the mixture. Potential additional additivesinclude rust inhibitors and anti-oxidants. Selected strippers orsolvents such as mineral spirits or lacquer thinner can also be added tostrip off any glazing on engine parts formed during previous operationof the engine before introduction of the siloxane-and-oil additive. Thestripper or solvent would function to deglaze the affected engine partsand to then volatilize at elevated engine-operating temperatures. It isbelieved that the material deglazed from the engine parts by thestripper is then filtered out of the lubricant as it passes through theoil filter. Other additives that can be included in the siloxane-and-oilmixture include viscosity index improvers or dimethylsulfoxide at aconcentration of approximately one tenth of one percent (0.1%) for useas a blending agent, sodium hydroxide (0.0001%) as a blending andbinding agent, and glycerol to help maintain the siloxane in suspension.

The polyether- or polyester-modified polydialkylsiloxane of reducedparticle size can be added directly to a quantity of lubricant, such asthe motor oil in an oil pan of an automobile, without premixing thesiloxane with a portion of the lubricating oil to be used, while stillachieving the enhanced lubricating properties. Additional engineoperational time is needed, however, for the siloxane to becomegenerally uniformly dispersed throughout the engine oil when thepolyether- or polyester-modified polydialkylsiloxane is added directlyto the automobile engine oil, thereby extending the operational timebefore the maximum benefits of enhanced lubrication occur.

Finally, the polyether- or polyester-modified polydialkylsiloxane can beused as an additive to a motor oil, wherein said polyether- orpolyester-modified polydialkylsiloxane is represented by general formula(1) or (2) as mentioned above.

Regarding the temperatures, research has resulted in that a very goodtemperature for depositing the coating on the surface like the cylinderwall is 345-425 Fahrenheit, while degrading of the coating does nothappen below 2000 Fahrenheit. Typical piston temperatures are 375-500 F,while typical cylinder wall temperatures of water cooled cylinder wallsare 250-375 F. The temperatures in the combustion chamber typicallyrange between 800 and 1200 F. So roughly any temperature between 300 and2000 F is appropriate for coating, preferably below 800 F.

EXPERIMENTAL EXEMPLIFICATIONS Example 1 Coating Tests

Various tests demonstrated the improved lubricating andemission-reducing properties of the siloxane-and-oil additive. In onetest, the coating capability of lubricant including thepolydialkylsiloxane-and-oil additive at approximately 1.25 percent ofthe total volume was compared to the coating capability of a mixture ofSLICK 50 Advanced Formula Engine Treatment in 10W-30 motor oil and tothe coating capability of MOBIL 1 SYNTHETIC motor oil. Oils that wereused for mixing with the polydialkylsiloxane are Penzoil 10/30, Castroil10/30, Napa Premium 10/30, Union 76 10/30, Castrol Semi Synthetic 10/30and Castroil Full Synthetic 10/30, all by weight. Equal quantities ofeach lubricant were applied to a hot plate heated to 350 degreesFahrenheit (177° C.) and angled downward at a 45-degree angle. The hotplate comprised a TEFLON-coated aluminum plate. Through visualinspection, it was observed that the SLICK 50 engine treatment in 10W-30motor oil and the MOBIL 1 SYNTHETIC motor oil did not adhere to or coatthe surface of the hot plate to any appreciable degree and essentiallyjust ran off the hot plate.

The test was performed as follows: All the oils tested were testedwithout the added polydialkylsiloxane. The test was completed withstandard oil and runoff was noted. All the test oils were then mixedwith the polydialkylsiloxane mix and retested as before. The resultsshowed marked improvement as to coating properties on the hot plate. Anoxidation test was performed in the same manner, where as a spoon shapedreceptacle was used to hold 2 cc's of oil above a heat source of 800° F.for 2 min. observation of the samples showed that regular oils oxidizedand evaporated within 10 to 30 sec. The same test was performed with thesame base oils with a proportional addition of siloxane. Observationsshowed a significant reduction in oxidation and evaporation of themixture. In 90% of the tests there was no noticeable change of thesample being tested. The remaining 10% of the samples that were testedshowed a change 2 min into the testing and was found to be a result ofwax/paraffin separating from the mixture, although it should be notedthat the remaining oil remained stable and did not oxidize.

In contrast, visual observation of the surface onto which thepolydialkylsiloxane-and-oil additive was poured revealed formation of alasting and even lubricant coating thereon. The test was repeated withsimilar results for hot-plate temperatures ranging from 250 to 500degrees Fahrenheit (121-260° C.). The tests demonstrated that thesiloxane-and-oil additive adheres to and coats hot surfaces to a greaterdegree than does the non-treated SLICK 50 treated motor oil or the MOBIL1 synthetic, Napa premium 10/30, Penzoil 10/30 and 30 wt., Union 7610/30 and 30 wt. oil. Napa premium 10/30 did show slight coating priorto being treated with siloxane, although with the siloxane added itshowed a marked improvement in coating at temp.

Example 2 Comparative Horsepower Tests

The improved lubricating properties of lubricants including thesiloxane-and-oil additive were further demonstrated by comparing thehorsepower generated by an automobile engine operating without thesiloxane-and-oil additive added to the lubricant versus the horsepowergenerated by the same automobile engine with the siloxane-and-oiladditive added to the engine lubricant. In each case, the horsepowergenerated by a 1998 Jeep GRAND CHEROKEE LAREDO automobile having a4.0-liter, six-cylinder engine was measured using a Dynajet Model 248CDynamometer.

In a first test, the horsepower of the Jeep GRAND CHEROKEE automobilewas initially measured without the siloxane-and-oil additive added tothe engine lubricant. The lubricant utilized in the engine lubricatingsystem was 5 quarts of 10W-30 petroleum based motor oil. In the firsttest, the engine of the automobile was accelerated from 0 to 5200 RPM(revolutions per minute), and measurements were taken at increasingincrements of 250 RPM. During the first test, the absolute barometricpressure was recorded as 29.92 in. Hg (about 100 kPa) with a vaporpressure of 0.61 in. Hg (about 2 kPa). The intake air temperature wasmeasured at 86 degrees Fahrenheit (30° C.), and the gear ratio wasrecorded as 49 RPM/MPH. A Society of Automotive Engineers (SAE)correction factor of 1.01 was used to convert the measured horsepower toa corrected horsepower.

A second test was performed on the same automobile by adding 12 ouncesof the siloxane-and-oil additive to the engine-lubricating oil. Theratio of siloxane to oil in the additive was 1 ounce siloxane to 11ounces oil. Adding the twelve ounces of additive to the existing 5quarts of oil in the automobile resulted in a concentration of siloxanein the lubricant of approximately 0.58%. The automobile was againaccelerated from 0 to 5200 RPM with measurements again taken atincreasing 250 RPM intervals. During the second test, the absolutebarometric pressure was recorded as 29.92 in. Hg (about 100 kPa) with avapor pressure of 0.61 in. Hg (about 2 kPa). The intake air temperaturewas measured at 88.8 degrees Fahrenheit (31.6° C.), and the gear ratiowas recorded as 48 RPM/MPH. An SAE correction factor of 1.01 was used toconvert the measured horsepower to a corrected horsepower.

The measured and corrected horsepower of the automobile operating withlubricant only versus with the siloxane-and-oil additive added to thelubricant at various engine speeds is provided, below, in Table 1. TABLE1 Measured Corrected Measured Corrected horsepower horsepower w/ohorsepower horsepower Engine w/o siloxane siloxane w/ siloxane w/siloxane RPM additive additive additive additive 3250 109.0 109.7 136.8138.2 3500 117.5 118.3 119.8 120.9 3750 124.5 125.3 124.6 125.9 4000129.7 130.6 130.0 131.3 4250 133.9 134.8 138.3 139.6 4500 138.5 139.5142.7 144.2 4750 139.0 139.9 139.9 141.2 5000 133.4 134.3 135.2 136.6Avg. 125.4 126.3 133.4 134.7 Max. 139.0 139.9 142.7 144.2

In comparing the data in Table 1, it can be seen that the correctedhorsepower increased by an average of 8.4 horsepower when thesiloxane-and-oil additive was added to the engine lubricant comparedwith the corresponding tests performed without the additive. Inaddition, the maximum horsepower achieved in the tests using thesiloxane-and-oil additive exceeded the maximum horsepower in the testswithout the additive by 4.3 horsepower. The test measurements ofincreased horsepower resulting from use of the siloxane-and-oil additivesupports the conclusion that use of the siloxane-and-oil additiveprovides better lubrication of the engine parts.

Example 3 ASM Emission Tests

A comparison of the emissions of automobiles with and without thesiloxane-and-oil additive added to the engine lubricant Penzoil 10/30was preformed using the acceleration simulation mode (ASM) emission testfor the State of California. The test results, below, provide themeasured exhaust concentrations of hydrocarbons (HC), carbon monoxide(CO), and nitrogen oxide (NO_(x)) gases, which are generally consideredharmful. The data in the column entitled, “Concentration withoutadditive,” comprise the results for a first test in which no additivewas added to the engine lubricant (5 quarts of motor oil), and the datain the colum entitled, “Concentration with additive,” comprises theresults of a second test in which 12 ounces of the siloxane-and-oiladditive (at a ratio of 2 ounces siloxane per 10 ounces oil) were addedto the engine lubricant to result in an overall concentration ofsiloxane in the lubricant of approximately 1.16% by volume. TABLE 2Vehicle Model: GMC YUKON Year: 1996 Mileage: 133,321 (214,559 km)Concentration Concentration without additive with additive and Reductionand engine speed at engine speed at with Emission type 2110 RPM 2149 RPMadditive use Hydrocarbon  68 ppm  3 ppm 95.6% Carbon Monoxide 0.54%0.04% 92.6% NO_(x) 377 ppm 107 ppm 71.6%

TABLE 3 Vehicle Model: BMW 325i Year: 1995 Mileage: 70,329 (113,184 km)Concentration Concentration without additive with additive and Reductionand engine speed at engine speed at with Emission Type 1960 RPM 1935 RPMadditive use Hydrocarbon  83 ppm  35 ppm 57.8% Carbon Monoxide 0.1%0.05%   50% NO_(x) 217 ppm 131 ppm 39.6%

TABLE 4 Vehicle Model: Jeep Grand Cherokee Laredo Year: 2000 Mileage:27,845 (44,812 km) Concentration Concentration without additive withadditive and Reduction and engine speed at engine speed at with EmissionType 1451 RPM 1440 RPM additive use Hydrocarbon  7 ppm  0 ppm 100%Carbon Monoxide 0.04% 0.0% 100% NO_(x) 131 ppm 68 ppm 48.1% 

TABLE 5 Vehicle Model: Dodge CARAVAN Year: 1988 Mileage: 123,767(199,184 km) Concentration Concentration without additive with additiveand Reduction and engine speed at engine speed at with Emission Type1717 RPM 1871 RPM additive use Hydrocarbon 931 ppm  82 ppm 91.2% CarbonMonoxide 1.2% 0.17% 85.8% NO_(x) 319 ppm 370 ppm −16.0%  

These test results demonstrate that use of the siloxane-and-oil additivesignificantly reduced the concentration of hydrocarbons and carbonmonoxide in each case, and significantly reduced the NO_(x) emissions inall but one of the applications. These results support the conclusionthat use of the siloxane-and-oil additive improves engine efficiency(i.e., provides more-thorough combustion of the fuel in the engine),which thereby reduces emissions of hydrocarbons, carbon monoxide andNO_(x) gases.

Example 4 Siloxane Alone in Automobile Engine Lubrication System

In one test, the polyether-modified polydimethylsiloxane of reducedparticle or droplet size at a viscosity of approx 10/30 wt. was the solelubricant utilized in an automobile engine lubricating system. Thepolyether-modified polydimethylsiloxane was processed in the same manneras the siloxane-and-oil mixture described above with reference to theFIGURE, except that no oil was added. More specifically,polyether-modified polydimethylsiloxane, without oil, was circulated bypump 7 through sonic mixer 9 until the particle or droplet size wasreduced to approximately one micron in diameter and then passed throughthe filter 15 to remove any particles having a diameter exceeding thepore size of approximately two microns. Approximately five quarts of theprocessed polyether-modified polydimethylsiloxane was then added to theengine lubricating system of an automobile to replace the recommendedfive quarts of motor oil, which was previously drained from thelubricating system. The automobile using the siloxane only lubricant wasthen run for approximately two thousand miles without any adverseaffects identified. This test showed improved fuel use as compared toregular oils. Data collected prior to and after adding siloxane 100%showed a 3 mile per gallon savings after adding siloxane.

Example 5 Use of Siloxane and Gasoline Mixutre in a Two-Cycle Engine

In another test, the polyether-modified polydimethylsiloxane, processedin the manner described in Example 4, above, was added to gasoline toreplace the two-cycle engine oil normally included in an oil-and-gasmixture used with a two-cycle engine. The ratio of gasoline topolyether-modified polydimethylsiloxane was fifty to one, and no adverseengine effects were observed. Passing through of particulate (oil)through the engine was reduced if not completely eliminated. No oilresidue was noted when using siloxane in place of regular 2 cycle oil ascompared to regular 2 cycle oils that were observed to pass through theengine as unburned solids, causing detrimental environmental damage toboth land and water, as well as killing any plant life that the solidscame into contact with. When using polydialkylsiloxane as a 100% productor in aqueous dispersion, suspension or solution in place of oil thiswas not to be considered a problem as any of the base lubricant thatpassed through the engine is not harmful to nature or humans. The testwas performed for approximately 200 hours and temperature readings takenon the engine using the mixture of gasoline and polyether-modifiedpolydimethylsiloxane were lower than simultaneous temperature readingstaken on another two-cycle engine using the recommended gasoline and oilmixture. The temperature readings were taken using a digital, infraredthermometer. The reduced-temperature readings indicate improvedlubricating properties of the siloxane versus two-cycle engine oil.

The polyether-modified polydimethylsiloxane can be premixed with aquantity of two-cycle engine oil before adding the resulting lubricantto the gasoline at the recommended fuel-to-lubricant ratio.Alternatively, processed polyether-modified polydimethylsiloxane ofreduced particle size can be added to the gasoline separate from thetwo-cycle engine oil to achieve the desired fuel-to-lubricant ratio.

While certain formulations of the present invention have beenillustrated and described herein, the invention is not limited to thespecific formulations described and shown. For example, althoughpolyether-modified polydimethylsiloxane is described primarily withreference to its use in forming an additive for motor oil,polyether-modified polydimethylsiloxane has also been formulated andtested as an additive for power steering fluid, transmission fluid oroil and gear grease. Testing on these various formulations all showedimprovement in the lubricating properties of the formulations. Suchtesting has also been performed on water-based Lubricants as well aspetroleum-based lubricants. In addition, testing was done on a widerange of weights of oil, from 5 to 120 weight oil The tests includedalthough were not limited to motor oils from 20 wt to 140 wt oils aswell as 10/20, 10/30, 10/40, 20/50. Also, tests included bearing grease,power steering fluids, axle lubricants from 50 to 160 wt in range. Thetests were preformed on spray lubricants WD-40, and alike. It was notedthat in all testing the addition of siloxane improved the lubricatingfeatures of the products being tested. When added to WD-40 it was notedthat the lubrication features of this product was marked when tests of amixture of siloxane and water were preformed and tested head to headwith WD-40 spray lube. Test included lubricity, staining, waterresistance, longevity.

It was noted that the use of WD-40 applied to test hinge mounted tometal door plate. WD-40 applied as directions required, coated the hingewith an oily coating that reduced sqeaking. Further, the use of thisproduct caused permanent staining on the metal plate. When flushed withwater (with water hose) the product repelled the water and stainingremained. The test repeated with a 25% siloxane mixed with 75% water byvol. revealed that the siloxane mixture also coated the hinge and metalalthough the water evaporated and no noticeable staining occurred. Afterthe mixture was dry and water was applied the lubrication of the mixturecontinued.

During all testing there was a marked improvement with each and everytest and base lubricant used, so the addition of siloxane when mixed andused without the addition of a base lubricant worked equally across thetests performed.

Example 6 Use of Siloxane in the Crank Case Oil of the Motor of anAirplane Piper Cherokee 140 (PA-28 140)

One-Year Test Results

Test Engine: LYCOMING MDL#0-320-E2A

Horsepower: 150

The test was performed on a piper Cherokee 140 (PA-28-140) airplane. Theplane was purchased on Dec. 1, 2003 in Dallas, Tex. At the time ofpurchase, the engine logs reflected 1,850 hours of engine operationsince its last engine rebuild/service (Factory recommends rebuild at2,000 hour intervals). Upon inspection of the plane, the plane/engineshowed signs of oil being bypassed from the engine crank case (blow by)and dumped out under the plane, leaving severe oil coating under thebelly of the plane. The plane was then flown to California and took 15hours. During this flight, all vital stats were watched closely. Thefollowing items were recorded during the flight; Oil consumption, fuelconsumption per hour, engine performance, and head temperatures.

Flight Data:

Performance: Noted as (POOR) climb out 500 ft per min. Max. at 80 knots

Oil consumption=15 quarts per 5 hours engine time at cruise speed (60%power)

Fuel consumption=15-17 gallons per hour

Engine head temperatures at 10,000 ft at 60% power=190-240 degrees F.

Log book reflects last compression check to be #1 cylinder=74/80, #2cylinder=72/80, #3 cylinder=70/80, #4 cylinder=72/80 (Compression TestData based on a differential leak down test as prescribed by themanufacturer)

Upon returning to California, the plane was serviced and received an oilchange. The oil that was drained from the engine had been in service forover 15 hours. The drained oil appeared very dirty and extremely dark(this oil had also been mixed with new oil from the trip back—over 30plus quarts). Upon inspection of the filter media it was found tocontain an unacceptable amount of metal deposits, indicating excessivebearing wear.

New oil (Aero Shell 100 wt) was added, the filter replaced, and 1 oz ofSTM3 was added to the crankcase. The engine was operated for ten hoursand another oil change/filter replacement was performed. This oil changewas to help flush out any contaminants/debris that was still presentfrom the first oil change. New oil (Aero Shell 100 wt) was added, thefilter replaced, and another 1 oz of STM3 was added to the crankcase.

The plane was operated in normal flight conditions for approximately12-15 hours of service. At this time, a visual inspection of oil showedvery little oxidation. Fuel burn was noted and reflected an hourly burnof 5.5 gallons per hour (with in the pattern and during level flight at60% power). Oil consumption had been reduced to almost nothing and noadditional oil was required after 15 hours of service.

Post: STM3 Data

-   -   Performance: Very good for age, Normal climb out 800 ft.+per        min. 84 knots, No flaps    -   MAX=(Normal day, pilot and 350 lb's Fuel, 1700 ft. min. Max at        64 knots, 10 deg. Flaps)        Oil consumption=1 qt per 25-30 hours of service (cruise        speed/60% power or better)        Fuel consumption=5.5-6.4 gallons per hour        Engine head temperatures at 10,000 feet at 60% power=140-160        degrees F.

*180 degree F. noted on climb out of 800 ft per minute to a ceiling of10,000 ft.

Compression check 1-year later (with no Mechanical repairs noted) wasthe following; #1 cylinder=78/80, #2 cylinder=78/80, #3 cylinder=78/80,

#4 cylinder=78/80 (Compression Test Data based on a differential leakdown test as prescribed by the manufacturer)

Test above (Post STM-3) was performed at the airplanes annualinspection. All tests were performed by a licensed FAA certifiedmechanic. The compression test showed a reading better than any logentry since and including when engine was new. At the time of the test,the engine had 2,430 hours of service since its last rebuild (430 hoursmore than recommended by factory). The mechanic noted that the enginewas functioning at or above the planes factory specifications.

The conclusion of this airplane test over a period of approximately oneyear is that the addition of STM3 into the engine of this plane showedmarked improvement in performance, significant reduction in oilconsumption, increases in horse power that allowed the plane to climb atincreased rates of 30-45% over factory rated specifications for thisspecific airplane. It should be noted that the engine, after STM3treatment, also showed reduction in vibration, harmonics, engine noiselevels, and demonstrated smoother accelerations.

Example 7 Diesel Truck Smoke Test—“Opacity”

DIESEL TRUCK SMOKE TEST - OPACITY J. L. John Services, Inc. Year andMake: 1992 Year of Engine: 1992 Engine Mfg: COUMM Engine HP: 350 MeterMfg: Red Mountain Engineering, Inc. S/N: 8500240 Model # Smoke Check1667 Software Version: 3.69C Vehicle Inspection OK BASELINE TESTED AFTERSTM3 TEST ADDITION - 3 minutes % DECREASE Date Jul. 08, 2004 Jul. 08,2004 Ambient Temp 79.5 F. 85.3 F. Baro. Press: 29.39 inHg 29.31 inHgRel. Humidity: 35.9% 27.2% Mileage: 512,854 513,239 Test 1: 7.02 6.48 −8.33% Test 2: 6.96 6.04 −15.23% Test 3: 6.86 5.78 −18.69% Average ofall Tests: 6.95 6.10 −13.88% TESTED AFTER DRIVING 15 MILES WITH STM3 %DECREASE Date Jul. 08, 2004 Ambient Temp 86.4 F. Baro. Press: 29.31 inHgRel. Humidity: 25.4% Mileage: 513,254 Test 1: 4.12 −70.39% Test 2: 4.34−60.37% Test 3: 4.67 −46.90% Average of all Tests: 4.38 −58.72% TESETEDAFTER DRIVING 100 MILES WITH STM3 % DECREASE Date Jul. 29, 2004 AmbientTemp 75.9 F. Baro. Press: 29.5 inHg Rel. Humidity: 5160.0% Mileage:513,354 Test 1: 0.00 −100.00% Test 2: 0.00 −100.00% Test 3: 0.00−100.00% Average of all Tests: 0.00 −100.00%Test Description:This test is currently being used for measurement of particulate indiesel trucks stack exhaust in to California. The testing equipment isportable and fairly easy to operate. The equipment consists of atelescopic pole (9-12 ft) with one end consisting of a triangular shapedapparatus that houses a laser/optical measurement device. The measuringdevice is attached to a hand-held computer and a recording/printingmechanism. A bung protruding from the measurement device is placeddirectly into the exhaust stack allowing the triangular housing to restabove/across the exhaust pipe opening. The measurement device measuressmoke/exhaust across two points using laser light refraction. The truckis in idle and the first measurements are calculated. The tester, in thecab of the truck, steps on the accelerator and holds it down at setRPM's for a set period (approx. 5 seconds). This test is repeated andmeasured several times as the handheld computer instructs the testeralong the way. These measurements are recorded and calculated in areport. This calculates the particulate/opacity of the diesel exhaustunder load.The chart that follows includes all of the testing data recorded duringfour different tests. The first test is the baseline and is used tocalculate all of the comparisons among the other tests after beingtreated with STM3 (in the oil crankcase). The three tests were run atdifferent times based on mileage after STM3 addition to the system.

1. 3 minutes after idling with addition of STM3

2. After driving 15 miles with addition of STM3

3. After driving 100 miles with addition of STM3

Looking through the data presented on the chart, it is evident that theeffects of STM3 addition can be seen fairly quickly. In the first test,as much as 18.69% reduction of particulate/opacity can be measured afteronly 3 minutes of being added.

As the engine is put under load and driven over the next 15 miles, theresults become even more dramatic. After 15 miles under load, as much as70.39% reduction of particulate/opacity was realized.

The third test, after driving the truck for 100 miles, the test resultsare even better. Between tests, the measuring device was used on twoother trucks and calibrated to insure the readings of the device. Thereadings indicated that after 100 miles, 100% removal of the dieselexhaust particulate had been achieved.

Example 8 Testing the Waste Gas Emissions of a Jeep Cherokee UnderDifferent Driving Conditions Under CFR-40 Part 86 of the Federal RestGuide

The following is a brief description of the test procedure and the basicprocess involved. For exact procedures please reference the Federal TestGuide—CFR-40 Part 86. The Environmental Protection Agency uses this testto analyze and measure emissions from gas fueled motor vehicles. TheCVS/FTP tests consists of three phases that are modeled after normalon-road vehicle usage. This includes the vehicle to perform: a coldstart (minimum 12 hours of no operation of the vehicle engine), startsand stops (similar to vehicle operations when approaching a stop sign,braking until reaching a full stop, and accelerating from a stoppedposition), hills (accent of 10%+grades), city driving (accelerating,braking, coasting, and complete stops), and highway driving(accelerating, maintaining speeds of 55+miles per hour for set periodsof time, coasting, acceleration similar to passing at speeds above45+miles per hour). Samples of the emissions are collected in bags andanalyzed for THC, CO, NOx, CO2, and fuel economy. All personnel, tests,testing equipment, and testing facilities used for these tests are bothEPA and California Air Resource Board (CARB) certified. A third party,California Environmental Engineering that has no affiliation or businessrelationship with the company or supplier of the oil catalyst, hasconducted these tests.

Test Review

Drain existing fuel in test vehicle

Fill tank to 40% with specified test fuel (Indolene)

Run Prep cycle

12-hour controlled soak

Run CVS/FTP test for baseline (1)

Run second Prep cycle

12-hour controlled soak

Run second CVS/FTP test for baseline (2)

-   -   Make sure the two baselines are repeatable within a 10%        tolerance

Add liquid oil catalyst

Drive 100 miles using AMA—Route

Reconstitute test fuel to 40%

Run Prep cycle

12-hour controlled soak

Run CVS/FTP test with oil catalyst (1)

Run Prep cycle

12-hour controlled soak

Run CVS/FTP test with oil catalyst (2)

Compare average of baseline results without catalyst to average ofresults using liquid oil catalyst.

Test Summary

4 Preps

4 CVS/FTP with Bags

Test Vehicle

1988 Jeep Cherokee

V.I.N.-1JCMU77448JT07959

Test Facility

California Environmental Engineering

2530 South Birch Street

Santa Ana, Calif. 92707

TEST MANAGER—Joe Jones

TEST OPERATOR—Mike Carter

Test Results

The test results for the following vehicle were extremely positive inregards to reduction of tailpipe emissions. After treating the vehiclewith the oil catalyst, test results indicate reductions across theboard. The reductions and end results for this vehicle are as follows:

Total Hydrocarbons (THC)—reduction of 72.84%

-   -   Measured as grams/mile (gr/m)

Carbon Monoxide (CO)— reduction of 92.95%

-   -   Measured as grams/mile (gr/m)

NOX (NOx)—reduction of 26.53%

-   -   Measured as grams/mile (gr/m)

Fuel Economy—increase of 3.81%

-   -   Measured as miles per gallon (mpg)        These results indicate that by using the oil catalyst in the oil        crankcase of gasoline powered vehicles; significant reductions        in emissions can be achieved. These tests results are very        similar to test results done on over 50 vehicles using the        California State Smog Test (Smog Check Vehicle Inspection/ASM        Emission Test) used for vehicle inspection, certification, and        registration. In these tests, vehicles were tested for emissions        at set speeds of 15 mph and 25 mph. At each speed, readings are        taken for % CO2, % O2, Hydrocarbons (HC)—measured by parts per        million (PPM), CO (%), and NOx (NO)—measured by PPM. From the        tests performed at CEE, we can conclude that there is some sort        of lineal relationship between the two tests and the data        collected. The CVS/FPT tests is cumulative and measures the data        as grams per mile vs. the ASM Emission Test that collects data        based on two specific speeds (15 mph, 25 mph)/engine loads and        measures the data as a % and as PPM. The reductions in the        CVS/FPT tests indicate similar % reductions as the ASM Emission        tests in the studies done prior to this test. Both tests show        that vehicles tested after introduction of the oil catalyst are        achieving major reductions in vehicle emissions. At this point        in testing and comparative analysis, it is clear that when the        ASM Emission test is positive (reducing emission % and PPM), the        CVS/FPT are also consistently positive (reducing emission % as        grams per mile). Further testing will have to be performed to        determine the specific mathematical lineal relationship between        the two tests. This will be important for future testing and        comparisons of future data.        It is also very important to note that savings can be achieved        in the area of fuel economy. The EPA and CARB believe that any        fuel savings or increases above 2.5% (mpg) are significant and        are worthy of further investigation and analysis. The test        results for fuel economy show increases of 3.81% (mpg) after the        introduction of the oil catalyst vs. fuel economy of the vehicle        without the catalyst. This is a very positive finding and should        lead to opportunities in business's that utilize “fleets of        vehicles” such as governments, military, or municipalities. The        impact could also be important for personal vehicle usage,        especially with the rising costs of fuels worldwide.

1. A method for enhancing the performance of a motor vehicle comprisinga fluid conduit system with a fluid, the method comprising the steps ofadding polyether- or polyester-modified polydialkylsiloxane particles toa fluid-conduit system in an engine-operated vehicle, wherein thepolydialkylsiloxane particles form a mixture with said fluid; andoperating the engine of the vehicle, wherein the mixture ofpolydialkylsiloxane particles and the fluid coats automobile partsaccessed by the fluid-conduit system.
 2. The method of claim 1 whereinthe polyether- or polyester-modified polydialkylsiloxane is representedby the general formula (1)

wherein Z is independently selected from O,

R₁ and R_(1′) are independently selected from C₁-C₆ alkyl and -Z-(C₁-C₆alkyl) R₂ and R_(2′) are independently selected from C₁-C₆ alkyl; R₃ is—(C(R₆)(R₇))—; R₄ is —(C(R₈)(R₉))_(v)—; R₅ is selected from hydrogen,—O—(C₁-C₆-alkyl) and C₁-C₆ alkyl; R₆, R₇, R₈ and R₉ are independentlyselected from hydrogen and C₁-C₆ alkyl; n is an integer from 1 to 10; mis an integer from 0 to 5; v is an integer from 1 to 4; x is an integerfrom 1 to 150; and y is an integer from 1 to
 500. 3. The method of claim2, wherein said C₁-C₆ alkyl comprises methyl, ethyl, propyl, butyl,pentyl and isomers thereof.
 4. The method of claim 2, wherein R₁,R_(1′), R₂ and R_(2′) are methyl.
 5. The method of claim 1, wherein thepolydialkylsiloxane particles have an average diameter of less than 2microns.
 6. The method of claim 5 wherein the polydialkylsiloxaneparticles have an average diameter of less than 1 micron.
 7. The methodof claim 5, wherein the size of the polydialkylsiloxane particles isreduced and the particles are filtered such that substantially all ofthe polydialkylsiloxane particles have an average diameter of less than2 microns.
 8. The method of claim 1, wherein the polydialkylsiloxane isat least about 0.5 percent by volume of the polydialkylsiloxane-and-oilmixture in the fluid-conduit system.
 9. The method of claim 1, whereinthe polydialkylsiloxane is at least about 1 percent by volume of thepolydialkylsiloxane-and-oil mixture in the fluid-conduit system.
 10. Themethod of claim 1, wherein the fluid-conduit system is an enginelubrication system.
 11. The method of claim 1, wherein the fluid is anoil.
 12. The method of claim 11, wherein the oil is a motor oil
 13. Themethod of claim 12, wherein the motor oil is a petroleum-based motoroil.
 14. The method of claim 13, wherein the motor oil is a syntheticmotor oil.
 15. The method of claim 1, wherein the fluid-conduit systemis a power-steering lubrication system.
 16. The method of claim 1,wherein the fluid-conduit system is a fuel system.
 17. The method ofclaim 16, wherein the fuel system belongs to a 2-stroke engine and thepolyether- or polyester-modified polydialkylsiloxane is either premixedwith the fuel or injected directly into the combustion chamber of theengine.
 18. The method of claim 1, wherein the polyether- orpolyester-modified polydialkylsiloxane is added to the fluid-conduitsystem as a mixture of the polyether- or polyester modifiedpolydialkylsiloxane and oil.
 19. The method of claim 18, wherein thepolyether- or polyester-modified polydialkylsiloxane is dispersedsubstantially uniformly in the oil when added to the fluid-conduitsystem.
 20. A method for forming a mixture comprising mixing together apolyether- or polyester-modified polydialkylsiloxane and a liquidlubricant to produce a mixture wherein the polyether- orpolyester-modified polydialkylsiloxane forms at least 0.5% of themixture.
 21. The method of claim 20 wherein the polyether- orpolyester-modified polydialkylsiloxane is represented by the generalformula (1)

wherein Z is independently selected from O,

R₁ and R_(1′) are independently selected from C₁-C₆ alkyl and -Z-(C₁-C₆alkyl) R₂ and R_(2′) are independently selected from C₁-C₆ alkyl; R₃ is—(C(R₆)(R₇))—; R₄ is —(C(R₈)(R₉))_(v)—; R₅ is selected from hydrogen,—O—(C₁-C₆-alkyl) and C₁-C₆ alkyl; R₆, R₇, R₈ and R₉ are independentlyselected from hydrogen and C₁-C₆ alkyl; n is an integer from 1 to 10; mis an integer from 0 to 5; v is an integer from 1 to 4; x is an integerfrom 1 to 150; and y is an integer from 1 to
 500. 22. The method ofclaim 21, wherein said C₁-C₆ alkyl comprises methyl, ethyl, propyl,butyl, pentyl and isomers thereof.
 23. The method of claim 21, whereinR₁, R_(1′), R₂ and R_(2′) are methyl.
 24. The method of claim 20,wherein the polydialkylsiloxane particles have an average diameter ofless than 2 microns.
 25. The method of claim 24, wherein thepolydialkylsiloxane particles have an average diameter of less than 1micron.
 26. The method of claim 24, wherein the polydialkylsiloxane isin the form of particles, the method further comprising reducing theparticle size of the polydialkylsiloxane particles and filtering theparticles so that substantially all of the polydialkylsiloxane particlesin the mixture have an average diameter of less than 2 microns aftermixing.
 27. The method of claim 20, wherein the lubricant is motor oil.28. The method of claim 27, wherein the motor oil is a petroleum-basedmotor oil.
 29. The method of claim 27, wherein the motor oil is asynthetic motor oil.
 30. The method of claim 27, wherein the polyether-or polyester-modified polydialkylsiloxane is about 8 to about 33 percentby volume of the mixture.
 31. The method of claim 27, wherein thepolyether- or polyester-modified polydialkylsiloxane is about 15 toabout 20 percent by volume of the mixture.
 32. The method of claim 27,wherein the polyether- or polyester-modified polydialkylsiloxane and themotor oil are mixed by sonic mixing.
 33. The method of claim 27, whereinthe polyether- or polyester-modified polydialkylsiloxane and the motoroil is heated to at least about 200° F. (about 93° C.) during mixing.34. The method of claim 27, further comprising adding theoil-and-polydialkylsiloxane mixture to additional motor oil to form asecondary mixture.
 35. The method of claim 34, wherein the polyether- orpolyester-modified polydialkylsiloxane is less than about 2.5 percent byvolume of the secondary mixture.
 36. The method of claim 35, wherein thepolyether- or polyester-modified polydialkylsiloxane comprises about 1to about 1.5 percent by volume of the secondary mixture.
 37. The methodof claim 20, wherein the polydialkylsiloxane particles are dispersedsubstantially uniformly in the mixture.
 38. A motor oil mixturecomprising: a petroleum-derived or synthetic motor oil; and polyether-or polyester-modified polydialkylsiloxane dispersed in the motor oil.39. The motor oil mixture of claim 38 wherein the polyether- orpolyester-modified polydialkylsiloxane is represented by the generalformula (1)

wherein Z is independently selected from O,

R₁ and R_(1′) are independently selected from C₁-C₆ alkyl and -Z-(C₁-C₆alkyl) R₂ and R_(2′) are independently selected from C₁-C₆ alkyl; R₃ is—(C(R₆)(R₇))—; R₄ is —(C(R₈)(R₈))_(v)—; R₅ is selected from hydrogen,—O—(C₁-C₆-alkyl) and C₁-C₆ alkyl; R₆, R₇, R₈ and R₉ are independentlyselected from hydrogen and C₁-C₆ alkyl; n is an integer from 1 to 10; mis an integer from 0 to 5; v is an integer from 1 to 4; x is an integerfrom 1 to 150; and y is an integer from 1 to
 500. 40. The motor oilmixture of claim 39, wherein said C₁-C₆ alkyl comprises methyl, ethyl,propyl, butyl, pentyl and isomers thereof.
 41. The motor oil mixture ofclaim 39, wherein R₁, R_(1′), R₂ and R_(2′) are methyl.
 42. The motoroil mixture of claim 38, wherein the polydialkylsiloxane particles havean average diameter of less than 2 microns.
 43. The motor oil mixture ofclaim 42, wherein the polydialkylsiloxane particles have an averagediameter of less than 1 micron.
 44. The motor oil mixture of claim 38,wherein the motor oil is a synthetic motor oil that mostly comprises abasestock selected from the group consisting of polyalphaolefins,diesters, and polyolesters.
 45. The motor oil mixture of claim 38,wherein the motor oil mostly comprises a purified form of crude oil. 46.The motor oil mixture of claim 38, wherein the polyether- orpolyester-modified polydialkylsiloxane particles are dispersedsubstantially uniformly in the motor oil.
 47. The motor oil mixture ofclaim 38, wherein the polyether- or polyester-modifiedpolydialkylsiloxane particles form at least about 0.5 percent by volumeof the motor oil dispersion.
 48. The motor oil mixture of claim 38,wherein the polyether- or polyester-modified polydialkylsiloxaneparticles form at least about 1 percent by volume of the motor oildispersion.
 49. The motor oil mixture of claim 38, wherein thepolyether- or polyester-modified polydialkylsiloxane particles formabout 8 to about 33 percent by volume of the motor oil dispersion. 50.The motor oil mixture of claim 38, wherein the polyether- orpolyester-modified polydialkylsiloxane particles form about 15 to about20 percent by volume of the motor oil dispersion.
 51. A combustionengine comprising: a cylinder wall and a piston, both having surfaces; acoating on either one or both of the surfaces of the cylinder and/orpiston wherein said coating was formed by polyether- orpolyester-modified polydialkylsiloxane particles subjected to a hightemperature at the time of coating the respective surfaces.
 52. Thecombustion engine of claim 51 wherein the polyether- orpolyester-modified polydialkylsiloxane is represented by the generalformula (1)

wherein Z is independently selected from O,

R₁ and R_(1′) are independently selected from C₁-C₆ alkyl and -Z-(C₁-C₆alkyl) R₂ and R_(2′) are independently selected from C₁-C₆ alkyl; R₃ is—(C(R₆)(R₇))—; R₄ is —(C(R₈)(R₉))_(v)—; R₅ is selected from hydrogen,—O—(C₁-C₆-alkyl) and C₁-C₆ alkyl; R₆, R₇, R₈ and R₉ are independentlyselected from hydrogen and C₁-C₆ alkyl; n is an integer from 1 to 10; mis an integer from 0 to 5; v is an integer from 1 to 4; x is an integerfrom 1 to 150; and y is an integer from 1 to
 500. 53. The combustionengine of claim 51, wherein said C₁-C₆ alkyl comprises methyl, ethyl,propyl, butyl, pentyl and isomers thereof.
 54. The combustion engine ofclaim 51, wherein R₁, R_(1′), R₂ and R_(2′) are methyl.
 55. Thecombustion engine of claim 51, wherein the polydialkylsiloxane particleshave an average diameter of less than 2 microns.
 56. The combustionengine of claim 55, wherein the polydialkylsiloxane particles have anaverage diameter of less than 1 micron.
 57. The combustion engine ofclaim 51, wherein the coating was applied by administering it into thecombustion chamber of a running motor.
 58. The combustion engine ofclaim 51, wherein the coating was applied by administering it to therespective surfaces of the motor while standing still, prior to completeassembly of the motor, or in an at least partially disassembled stage ofthe motor.
 59. The combustion engine of claim 51, wherein the polyether-or polyester-modified polydialkylsiloxane particles are dispersed inmotor oil.
 60. The combustion engine of claim 57, wherein the polyether-or polyester-modified polydialkylsiloxane particles form at least about0.5 percent by volume of the motor oil dispersion.
 61. The combustionengine of claim 51, wherein the motor is a 4-stroke engine.
 62. Thecombustion engine of claim 52, wherein the motor is a 4-stroke engine.63. The combustion engine of claim 51, wherein the motor is a 2-strokeengine.
 64. The combustion engine of claim 52, wherein the motor is a2-stroke engine.
 65. Use of a polyether- or polyester-modifiedpolydialkylsiloxane as an additive to a motor oil, wherein saidpolyether- or polyester-modified polydialkylsiloxane is represented bythe general formula 1

wherein Z is independently selected from O,

R₁ and R_(1′) are independently selected from C₁-C₆ alkyl and -Z-(C₁-C₆alkyl) R₂ and R_(2′) are independently selected from C₁-C₆ alkyl; R₃ is—(C(R₆)(R₇))—; R₄ is —(C(R₈)(R₉))_(v)—; R₅ is selected from hydrogen,—O—(C₁-C₆-alkyl) and C₁-C₆ alkyl; R₆, R₇, R₈ and R₉ are independentlyselected from hydrogen and C₁-C₆ alkyl; n is an integer from 1 to 10; mis an integer from 0 to 5; v is an integer from 1 to 4; x is an integerfrom 1 to 150; and y is an integer from 1 to
 500. 66. The use of claim65, wherein said C₁-C₆ alkyl comprises methyl, ethyl, propyl, butyl,pentyl and isomers thereof.
 67. The use of claim 65, wherein R₁, R_(1′),R₂ and R_(2′) are methyl.
 68. The use of claim 65, wherein thepolydialkylsiloxane particles have an average diameter of less than 2microns.
 69. The use of claim 65, wherein the polydialkylsiloxaneparticles have an average diameter of less than 1 micron.
 70. A coatingformed by a polyether- or polyester-modified polydialkylsiloxane thatwas subjected to a temperature above 300 F (149° C.) when applied to asurface to be coated.
 71. The coating of claim 70, wherein saidpolyether- or polyester-modified polydialkylsiloxane is represented bythe general formula 1

wherein Z is independently selected from O,

R₁ and R_(1′) are independently selected from C₁-C₆ alkyl and -Z-(C₁-C₆alkyl) R₂ and R_(2′) are independently selected from C₁-C₆ alkyl; R₃ is—(C(R₆)(R₇))—; R₄ is —(C(R₈)(R₉))_(v)—; R₅ is selected from hydrogen,—O—(C₁-C₆-alkyl) and C₁-C₆ alkyl; R₆, R₇, R₈ and R₉ are independentlyselected from hydrogen and C₁-C₆ alkyl; n is an integer from 1 to 10; mis an integer from 0 to 5; v is an integer from 1 to 4; x is an integerfrom 1 to 150; and y is an integer from 1 to
 500. 72. The coating ofclaim 70, wherein said C₁-C₆ alkyl comprises methyl, ethyl, propyl,butyl, pentyl and isomers thereof.
 73. The coating of claim 70, whereinR₁, R_(1′), R₂ and R_(2′) are methyl.
 74. The coating of claim 70,wherein the polydialkylsiloxane particles have an average diameter ofless than 2 microns.
 75. The coating of claim 70, wherein thepolydialkylsiloxane particles have an average diameter of less than 1micron.
 76. The coating of claim 70, wherein the temperature is as highas the temperature in an internal combustion engine during thecombustion process.
 77. The coating of claim 70, wherein the temperatureis above 345 Fahrenheit (174° C.).
 78. The coating of claim 70, whereinthe temperature is between 345 and 2000 Fahrenheit (174° C.-1093° C.).79. The coating of claim 70, wherein the temperature is between 345 and425 Fahrenheit (174° C.-218° C.).